Ignition system for explosion-engines.



R. VARLEY. IGNITION SYSTEM FOR EXPLOSION ENGINES.

APPLICATION FILED NOV. 17,

PATENTED APR. 28, 1908.

2 SHEETS-SHEET 1.

PATENTED APR. 2%, 1908.

v R. VARLEY.

IGNITION SYSTEM FOR EXPLOSION ENGINES.

APPLICATION IILEI) NOV. 17, 1906.

2 SHEETSSHEET 2.

UNITED STATES PA 'I ENT OFFICE.

RICHARD VARLEY, OF ENGLEWOOD, NEW JERSEY, ASSIGNOR TO THE AUTOCOIL A CORPORATION OF NEW JERSEY.

IGNITION BYBTEI I01 EXPLOSION-ENGINES:

' Application fled Ion-bar To all whom it may concern:

Be it known that I, lhcnann'Yaau-nya citizen of the l'nited States, residing at Englewood, in the county of Ber en and State of New Jersey, have inventet certain new and useful Improvements in Ignition S stems for Ex )losion-Engines, of which the ollowing is a ull, clear, and exact description.

My invention relates to ignition systems for explosion engines and includes several features of improvement in apparatus of that class having a plurality of induction coils which are respectively connected to different spark plugs of a multi le cylinder engine.

The main object of tlie invention is to provide a very compact aml convenient construction of so-called timer or circuit controller. which is adapted to be placed on the usual vertical shaft for this pur use in an automobile. and which controls t are ignition circuits of the various coils with absolute precision and elliciency: in other words, the times of opening and closing the circuits are arranged to be absolutely definite with respect to the engine cycle for any adjustment in s ite of the vibration of the circuit contro ler or other unfavorable influence. The circuit closure is also adapted to be cllicientlv made notwithstanding and oil within the circuit controller'for the usual lubrication purposes.

A further object of the invention is to enable the use of a dynamo or magneto generator and a battery as alternative current sources, and to insure the battery against being left short circuited when the engine is not running.

With these aml other objects in view, the invention consists in the features of construction aml combination hereinafter set forth and claimed.

in the drawings: Figure l is a transverse sectional view of a circuit controller embmlying the )rinciplesof my invention this section is ta en on the line I-I of Fi 4; Fig. 2 is a detail view showing the revo uble part or element; Fig. 3 is a top view of the same; Fig. 4 is a vertical sectional view;

Fig. 5 is a diagrammatic representation.

showing the electrical circuits.

In order to properly control the ignition circuit of an explosion en ine, it is necessarv to have an absolutely definite time at which the primary circuits of the various induction coils are opened and closed, In the case of Specification 0! Letters Patent.

Patented A ril 2a. 1008.

11, ms. Serial Io. $0,333.

4 dynamo ignition, it is im rtant to have a definite time of opening 1: 1e circuits, and in caseof battery ignition, of closing the circuits, in order that 'definiteness of firing in the engine cylinders ma be obtained. In order to secure this resu t I make use of separate circuit closing and circuit opening means, and further provide an adjustment y which their relation to the engine cycle may be modified. This is of course variable in use by swinging the entire circuit controller frame througha limited angle, and the purpose of the special or additional adjustment above mentioned is to accord the control of the circuits most advantageously to the arc of throw of the circuit controller casing, in order that the best/range of control can be attained in driving.

In carrying out the invention I alsoaim to secure very great rigidity and freedom'from vibration of the circuit controll' so that the timing will be absolutely accurate, notwithstanding very high speeds of themine. Referring to the drawings in which like parts are designated by. the same reference sign, 1 indicates a frame or casing which has a lower flanged edge 2, with arcuate slots therein of the ordin form, and which need not be particularly s own.

3 indlcatesstnds rojec-tingupwanlly from a fixed support. 4, tli rough said arcuateslots, and having s rings 5, and washers 6 thereon, to hold the me or casing l in the sup rt 4.

7 in icates a shaft revolving commensurately with the engine, and generally 'known as the half-time shaft, and which projects upward avially through the frame or casing 1. This shaft carries the revolublc elementor arts which control the timing of the circuits.

8 is a sleeve which loosely fits u n the shaft 7, and which has'a plurality o flanges 9, wand 11, at spaced intervals thereon. ()n the lower part of this sleeve and immediately adjacent. to the bearing 12, there is formeda cam 13, which is integral with the sleeve. The bearing 12 is designed to accurately guide the rotation of the half time shaft central axial relation, no matter how great the speed 'or vibration of the parts. In other 7 within the frame or casing 1, soth'at by this 7 means the cam 13 is held efficiently n1 its words, the arrangement of having the cam 13 immediately adjacent to the bearing 12 of the casing 1 makes it impossible for any lateral or eccentric movement of the cam to take place, even if the circuit controller as a whole should vibrate. This is a feature of very great ractical importance, because in motor vehic es there is a great deal of vibration, and unless some means like the foregoingl is provided, the circuit controlling cam wi acquire irregular movements which will destro the accurac of the ignition. The lower ace 14 of the rame or casing lhas an integral downwardly extending stud 15 thereon, which constitutes a journal bearing for a pivoted arm or finger to cooperate with the cam 13. This arm or finger is particularly shown in Fig. 1, and comprises an arm 16, within the frame or casing 1, and having a roller 17 thereon to cooperate with the cam 13.

18 indicates another arm of this circuit breaking lever or finger. The arm 18 lies wholly outside of the frame or casing l, and the only connection between the arm 18 outside the casing and the arm 16 within the casing, is the pivot connection extending throu h the stud or journal 15.

19 denotes an insulated stud or contact on the arm 18 outside of the casing, and 20 indicates a fixed contact supported by, but insulated from an extension 21 of the main frame or casing.

22 desi nates a spring which impcls the vibratinglever, so that the roller 17 is moved into the path of the cam 13.

By this construction it will be observed that the contacts 1!) and 20 are wholly outside of the circuit controller casing, so that they are kept bright and clean and free from the oil and grease which is necessaril present on the inside of the circuit control er.

Between the flanges 9 and 10 of the sleeve 8 there is pivoted on a stud 23, a linger 24, carrying at its extremity a roller 25, spring ressed outward by compression sprin 26.

he interior of the frame or casing l is lined with insulating material 27, and in this insulating material are inset a plurality of segments 28, each of which lies in the path of the roller 25 in its angular movement.

29 denote threaded extensions of the segments 28, which serve to hold said segments in place, and also to form terminals for the connection of the circuit wires to the various induction coils.

On the u per face of the flange 10 there are provide a plurality of studs 30, to each of which is pivoted a finger 31, carrying a roller 32.

33 indicates s rings which are arranged to normally press t 1e rollers 32 inward. These the shaft 7 and the collar 36.

out of contact with the ring when the apparatus is stationary, but when the engine is running, they fly outward by centrifugal force and contact with the ring 34, to establish a continuous electrical circuit therewith.

The upper flange 11 of the sleeve Storms g-gt of a special means which I employ for ng the sleeve 8 in any desired angular relation on the half time shaft 7. For this purpose the upper face of the flange 11 is annularly crowned or toothed, as clearly shown at 35, in F' 2.

36 denotes a cdfiar which is splined to the half time shaft 7 so as to be capable of longitudinal but not relatively rotatable movement thereon. This collar is also toothed or crowned, as shown at 37, and the crowns 35. 37, are capable of meshing with one another in any desired angular relation. 33 denotes a cotter pin passed through alined holes of In order to operate this adjustment it is merely necessary 'to withdraw the cotter )in 38 and lift the collar 36 slightly on the ialf time shaft so as to disengage the crowns 35, 37. The sleeve 3 is now free to be moved into any desired angular position with respect to the shaft 7. When it is in the proper position, the collar 36 is again depressed so as to reengage the crowns and 37, after which the cotter pin 33 is again inserted to lock all the parts together.

Referring now particularly to Fig. 5, 1 will describe the operation of the device and the electrical circuits and connections which I employ. 1.) indicates a dynamo, and B a battery, which have their potential terminals respectively connected to the switch contacts c, c. The dynamo D is' permanently grounded at G, while the battery mav be rounded at G, b a push button X, which, iowever, normally serves to break th s round connection. This terminal of the )attery is, however, permanently connected to the ring 34. The switch arm C is in electrical connection with the vibrator contact 19 by wire I, and a wire 1'' connects the contact 20 with the primaries of induction coils I, l, I and l. The secondaries of these coils run to the spark plu s and to round in the usual way. From t 10 various induction coil )rimaries there are comiections made to t 1e segments 28 by means of wires It, It, 'h and h.' By the above arrangement the switch may be mani )ulated to connect either the dynamo or mttery potential terminals to the induction coils, and this circuit is intermittently com )leted and broken by the rotation of the hall time shaft. When the roller 25 is passing on to any one of the segments 28, the circuit is completed at the points 19 and 20, so that a complete circuit is formed from dynamo 1), through switch arm C, wire 1, contacts 19 and 20, wire 1 primary coil I wire h, seg

ment 28, and roller 25, to ground. Before the roller leaves the segment 28, cam 13 becomes effective to im el the roller 17 outward, so that the circuit is abruptly broken between the contacts 19 and 20, so that injurious sparking is largely avoided. These contacts are of platinum or non-fusible metal, and the cam impelled separation is qluick and positive. t 1e ignition by angularly moving the circuit controller casing 1, it is evident that since the segments 28 and the vibrator arm 16 move together, the current duration or primary dwell will not be changed.

At all times when the engine is at rest, the rollers 32 move initially under the influence of their springs so as to break contact with the ring 84, so that there is no ossibility of the battery being left in a cosed circuit position, so as to become uselessly v exiausted.

By the above construction it will be noted that the circuits are positively and precisely controlled in use, and efficient contact is insured, notwithstanding oil and grease within the circuit controller casing. As shown in Figs. 1 andA, the contact 19 on the arm 18 projects upwardly from such arm, so

that the point at which the circuit is broken i is entirely above the plane of an oil which may spatter out of the bearings o the circuit controller casing. In practice this is a feature of importance, because there is considerable oil s rayed around in a horizontal plane at the fere with the clrcuit, if this were not' provided against.

What I claim, is:-

1. In an ignition system for explosion engines, a shaft having a sleeve angularly ad- 'ustable thereon, a plurality of rol ers carried y said sleeve, and metallic conductors concentric with said shaft in the pathof said rollers, certain of said conductors being connected into the primary circuits of a plurality of induction coils to periodically interrupt such circuits when the engine is running and j a centrifugal means cooperating/with the-remaining conductor to permanently interrupt the circuits when the engine is at rest.

2. In an ignition system for ex losion engines, asleeve havinga cam integra therewith and a pair of flanges, a finger journaled be-' tween said flanges, a roller on said finger, segments in the path ofsaid roller, a circuit breaking lever in the ath of said cam, and circuits including said lever and said conductors and the primaries of a plurality of induction coils.

3. In an-i nition system for explosion engines, a sha t having a sleeve angularly ad- In adjusting the time of ase of the circuit controller, which might get on the contacts and inter-' rality of induction coils having their primaries in circuit with said lever and said segments.

4. In an ignition system for explosion engines, a lurality of non-vibrator induction coils eacli having a primary winding, said primary windings havln one common terminal, a circuit controller aving a plurality of segments respectively connected to the other terminals of said rimary windings, a permanently grounded arm rotatably engaging said segments, a circuit opening device including a cam-impelled lever connected to the circuit of said common terminal, a dynamo and a battery, and means for connecting the potential terminal of either to sai'd'circuit-opening device, centrifugal means for grounding the battery when the engine is running, and a separate push button for grounding the battery W enever' desired, said battery being normally ungrounded.

5. In an ignition system for explosion engines, a sleeve havinfg a plurality of integral anges, one of said anges being toothe or crowned, fingers pivoted between adjacent flanges and spring im elled with respect to said sleeve, means in t e ath of said fingers for openin and closing t e primary circuits of a plurality of induction coils,'and a collar having a toothed or crowned edge cooperating with the toothed or crowned edge of said flangefor fixing said sleeve in different phase relations to the cycle of the engine.

' 6. In an ignition system for explosion engines, a frame or casing having a bearing therein, a shaft pro'ecting through said hearing, a sleeve on sai shaft, circuit closing and breakin means carried by said sleeve, a cam located etween said means and said bearing, and a circuit breaking lever extending through the wall of the casing .and acted on by said cam.

7. In'an ignition system for explosion engines, a casing having a rigid bearlng, a-shaft projecting throu h said bearing, means; are-.-

volving with said shaft for breaking and completing a plurality of circuits, a cam carried by said shaft between saidfmeans' and said bearing, and a circuit breaking lever in the path of said cam and extending through the wall of the casing.

In witness whereof, I subscribe my signa-- ture, in the presence of two witnesses.

RICHARD VARLEY. Witnesses:

FRANK S. OBER, WALDO M. CHAPIN. 

